Highway crossing gate and control system



Feb. 23,1937. FRASER 2,071,924

HIGHWAY CROSSING GATE AND CONTROL SYSTEM Filed April 22, 1935 2 Shets-Sheet 1 KE-SEKVOIK PUMP Ha ran rum ATTORNEYS.

Feb. 23, 1937.

J. H. FRASER 2,071,924

HIGHWAY CROSSING GATE AND CONTROL SYSTEM Filed April 22, 1953 2 Sheets-Sheet 2 INVENTOR. 177/163 F/Widffi.

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ATTORNEYS.

Patented Feb. 23, 1937 UNlTED STATEfi OFFICE HIGHWAY CROSSING GATE AND CONTROL SYSTEM 10 Claims.

This invention relates to a protective system for rail and highway road crossing.

The chief object of this invention is to insure in a system as set forth including a plurality of descendible gate arms, fluid operable means for each gate construction, and individual power means, the capacity of which is accurately proportioned to the power requirement for operating the specific gate arm and a single power source for the power means whereby the fluid pressure supplied to all of the gate arm moving mechanism is that required to operate the same and may be simultaneously and automatically controlled.

The chief feature of the invention, therefore, consists in providing a single motor, a fluid pressure pump for each gate construction and a return from each gate construction arranged to discharge through a common conduit to a reservoir supply and associated therewith is an automatic control for controlling the common motive power and the return supply.

Another feature of the invention consists in the simplified form of gate construction which herein 0 is shown associated with the arrangement whereby the fluid power lowers the gate in opposition to a counterbalance that tends to open the gate, it being understood that the gate arm which is moved is also capable of movement in a horizontal direction when lateral pressure is applied to the gate .and which is automatically returnable to predetermined position with reference to its horizontal movement upon the release of said laterally applied pressure.

One specific feature of the invention consists in the provision of a single source of motive power, a pressure supplying unit for each gate construction, a fluid discharge common to all gate constructions, and suitable control means associated therewith for preventing the application of pressure from one pressure supplying unit to other than the predetermined gate mechanism associated therewith.

This invention is an improvement upon that shown in the co-pending application, entitled Gate construction, Serial No. 458,682, filed May 31, 1930, now Patent No. 1,947,176, issued February 13, 1934 and embodies herein many of the features thereof.

The full nature of the invention will be more fully understood from the accompanying drawings and the following description and claims':

In the drawings, Fig. l is a diagrammatic View of the motive power, the pressure supplying units, the conduits associated therewith, the common discharge connection, and the control associated therewith.

Fig. 2 is a conventional wiring diagram of the respective parts, whereby automatic operation is obtained.

Fig. 3 is a central sectional View of one form of gate construction.

In the drawings, to indicates a pair of rails insulated from each other and from the remainder of the rails as by the insulation H. When a vehicle having the wheels l2 enters the block, it completes a circuit through the axle I212. across the two insulated rails in the insulated block. The highway or roadway is indicated by the numeral l3 and each gate, of which there are four shown herein, is indicated generally by the letter G.

In Fig. 1 of the drawings there is illustrated the conduit l5 which leads to each gate construction and herein the mechanism is arranged for power lowering and automatic raising up on the release of power and bya suitable counterbalance. The reverse form of operation may be employed if desired.

In Fig. 1 of the drawings, i6 indicates a motor having a shaft ll extended at opposite sides therefrom and in alignment with the motor shaft projecting end is a coupling it that connects either directly or through a speed reduction device (not shown) to a pump l9. Both ends of the motor are similarly provided. When more than two gate mechanisms are employed, additional pumps Eli are provided and the same are suitably and operatively associated with the projecting ends of shaft ll of the motor.

provided with a gear 2! which drives an endless chain 22 in turn driving a gear or sprocket .23 carried by the pump shaft of the pump 20. The desired speed reduction may be obtained by determining the ratio of the gear N to the gear 23. If additional pumps are desired, in addition to pumps 20, additional sprockets 24 may be mounted on the shaft.

It will be quite evident that any pump is may be readily disconnected from the motor by detaching the coupling l8. It will also be noted that any pump 26 may be detached from the motor connection so that pump 28 may be removed for repairs, replacement or the like.

In all instances the motor remains unaffected and the other pumping units remain operative.

Pump 59 discharges to a conduit 25 which includes therein adjacent the pump a check Valve 26 that prevents return fiow of the fluid to the Herein the motor shaft I? at each extended end is shownpump. Between the check valve 26 and the gate G, and preferably adjacent the pump, is a branch conduit 21 connected to conduit 25 as by the T 28 and included in the branch conduit 21 is a check valve 29. The two conduits 25 connected to the two pumps l9 are similarly provided and the conduits 2'! are connected together by a T connection 30.

Each pump 20 is similarly provided with a check valve 3| adjacent the pump. A branch line 32 is connected to the line 33 by the T 34, and each branch line includes a check valve 35. The conduits 32 are connected together by the cross or four-way connection 36 and the cross or fourway connection is connected as at 31 to the T 30. The cross or four-way connection is also connected as at 38 to a solenoid valve 39. Bypassing the solenoid valve is the conduit 40 which includes therein an adjustable relief valve 4|. The discharge line 42 from the solenoid valve discharges to a reservoir 43 to which each of the pumps l9 and 29 is connected by a common supply connection or by independent conduits, the

latter being shown herein in each instance and being indicated by the numeral M.

As long as motor I 6 is running, each of the pumps will be operating and will be supplying fluid under pressure from the reservoir 43 toeach of the conduits [5. While it is not essential that the motor operation be stopped when all of the gates are in the lowered position, reference being had to the present specific disclosure, it is desirable that the motor be stopped so as to avoid excessive use of power and reference will be had more fully hereinafter to the motor control system, whereby when all of the gate arms are in predetermined position, the motor is stopped but the motor continues to operate as long as any one of the gate arms has not been moved to the predetermined position. Also, the solenoid valve 39 is maintained closed during the entire interval the vehicle is in the insulated block, thereby insuring that the gate arms will all be maintained in the closed or guarding position while the vehicle remains in the insulated block.

It will be observed from the piping diagram in Fig. 1 that no fluid can flow reversely from the conduits l5 to the pumps and that no fluid from any one conduit l5 can flow reversely through any other branch conduit 21 or 32 to any other conduit l5. Another reason for providing individual connections 44 between the reservoir and each of the pumps is that the same permits the ready removal of any pump without disturbing the connections to any other pump. Consequently, when a plurality of gate mechanisms are associated with one crossing, removal of one pump will only temporarily disconnect that gase mechanism from its source of power. Of course, if the entire gate construction is removed, the control carried by the gate will also be removed.

In Fig. 2 of the drawings, 45 indicates one electric current supply line and 46 another, Primary 41 of a transformer is connected as at 48 and 49 across the line, while the secondary 59 is connected by line 5| to one of the rails l and the other rail is connected by line 52 to a relay or solenoid operable switch, the solenoid or relay portion being indicated by the numeral 53 and the return connection from the same to the secondary 50 of the transformer being indicated by the numeral 54.

The solenoid relay includes the stem or core 55 and operates an insulated block 56 in turn carrying a pair of contact bridging conductors El and 58. Contact 59 is connected to line 46. Contact (if! is connected to line 45. Contact 6| associated with contact 59 and bridged by the conductor '1 is connected by line 52 to a plurality of switches 63 which are connected in multiple and the other terminal of each switch 63 is connected by line 64 to the field winding 65 of the motor IS, the armature of the motor being indicated in this figure by the numeral I6. The other line 66 from the motor is connected to contact 6? and thus when the solenoid or relay switch is closed, the current passes through the conductor 58 to the contact 60 and to the return side 25 of the line. As long as the solenoid relay is closed, and that is during all the time the vehicle is in an insulated block, the motor is conditioned to receive energy from the main source of electric power.

When all of the gate mechanisms have been moved to the predetermined position, and herein the closed position, all of the switches 63 are then in the open circuit position. when the last gate mechanism has been moved into its final position, the motor is disconnected by all of the switches 63 and motor operation ceases. Each of the gate constructions is provided with a switch 63 and, as stated, they are connected in parallel.

Connected to the line 66 is a line which connects to the relay ll of the solenoid valve, the stem or core 12 of which is normally maintained by gravity or spring means in the open position. The body of the valve is indicated by the numeral 39. The line '53 from the other terminal of the relay is connected to the line 92 as at 14.

As long as the vehicle is in the insulated block, current is supplied to the relay H and the solenoid valve will be held closed, thereby insuring maintenance of each and every gate construction in the closed position. Upon passage of the vehicle from the insulated block, the relay 53 is deenergized and the circuit to the solenoid valve is opened and the solenoid valve automatically moves to the open position, thereby permitting free flow of all of the fluid supplied by the pumps to all of the conduits l5 to return to the reservoir 43. This may be by gravity or the gate mechanism may be sufficiently counterbalanced so that the excess counterbalancing is sufficient to constitute the motive pow-er for reversely operating the gate arm moving mechanism to force the fluid, heretofore utilized for gate arm moving purposes, to return to the reservoir.

The gate mechanism may be of any conventional form and one preferred form is shown in Fig. 3. In said figure, indicates a standard having a central bearing portion 16 with which is associated a shaft Tl mounting a coil spring 78 and said shaft carries an arm 19 which extends transversely of shaft 17 and across the interior of the standard and each shaft end mounts a follower 99 which is associated with a track 82 carried by the side wall of the standard 15. The shaft Tl is rigid with a web structure 8i associated with a head 83.

It will be apparent that when the head structure is rotated horizontally, the spring 13 is compressed and upon release of the pressure ap plied for rotating the head, the spring will in sure automatic return of the head to its predetermined position. The head rotatably supports a transverse shaft 34 upon the projecting Therefore,

ends of which, in straddling relation, is mounted a gate arm 85, one end of which mounts a counterweight 86, and the other end or" which supports an arm extension 81 that is connected, as illustrated, at 88 to the gate arm 85. Mounted on the gate arm 85 is the level operable motor control switch 63. Also mounted on the extension of the arm 8? is a signal 89. Control switches 63 are mercury tube switches and for protection preferably will be mounted on shaft 84. For clearness herein, they are shown as indicated on the gate arm.

The mechanism for moving (vertically tilting) the arm in opposition to the counterbalance includes a depending support 90 carried by the web 8! and mounted on a universal connection 92 is a cylinder 93 in which is mounted a piston 94 carried by the piston rod 95, the latter being connected by a universal joint 96 to an arm 91 rigid with the shaft 84. The piston rod, it will be observed, passes from the head into the standard and the cylinder is mounted within the standard, although supported by the head. Access to the parts within the standard may be obtained through a door 98 latched as at 99.

A flexible conduit we is connected at one end to conduit 15 and at its opposite end to cylinder 93. Whenever the signals 89 are employed, they are connected by lines lill and [02 to line 10 and line l3 and may be connected in parallel as shown. Thus the visual signal upon each gate extension will be illuminated as long as each gate is in its crossing guarding position, that is, as long as the vehicle is in the insulated block.

To indicate the operativeness of the mechanism, there may be provided signals I03 adjacent each end of the block and along side the rails and the same are connected by lines I04 and I05 to line at and line 73 respectively, and thus these signals remain illuminated during the entire interval the vehicle remains in the insulated block.

If desired also, adjacent the crossing a suitable audible alarm 506 may be provided and the same is connected by lines It! and I08 to lines l0 and i3 and this alarm will continue its operation during the entire interval the vehicle is in the insulated block.

The invention claimed is 1. In a protective rail-highway crossing system, the combination with a plurality of gates each having fluid operable mechanism and a vertical tiltable gate arm, a fluid reservoir, a motor, and a control means operable by an approaching rail occupying vehicle for initiating motor operation and continuing the same until all the gate arms have been moved into predetermined position, of a pump for each gate and operatively connected to the motor for simultaneous operation of all pumps, a conduit connecting each pump to its associated gate for gate arm movement thereof, a check valve in each conduit interposed between the pump and gate, a branch conduit from each conduit interposed between the check valve and the gate, a second check valve in each branch conduit arranged to permit fluid discharge from the primary conduit, a return conduit discharging to the reservoir at one end and communicating with all of the branch conduits, Valve means controlling the discharge of fluid to the reservoir through the return conduit, and control means responsive to the position of the vehicle for preventing movement of the valve means until the vehicle has passed beyond the crossing.

2. In a protective rail-highway crossing system, the combination with a plurality of gates each having fluid operable mechanism and a vertical tiltable gate arm, a fluid reservoir, a motor, and a control means operable by an approaching rail occupying vehicle for initiating motor operation and continuing the same until all the gate arms have been moved into predetermined position, of a pump for each gate and operatively connected to the motor for simultaneous operation of all pumps, a conduit connecting each pump to its associated gate for gate arm movement thereof, a check valve in each conduit interposed between the pump and gate, a branch conduit from each conduit interposed between the check valve and the gate, a second check valve in each branch conduit arranged to permit fluid discharge from the primary conduit, a return conduit discharging to the reservoir at one end and communicating with all of the branch conduits, valve means controlling the discharge of fluid to the reservoir through the return conduit, control means responsive to the position of the vehicle for preventing movement of the valve means until the vehicle has passed beyond the crossing, and automatic operable relief valve means for bypassing accumulated excess pressure fluid to the reservoir.

3. In a protective rail-highway crossing system, the combination with a plurality of gates each having fluid operable mechanism and a vertical tiltable gate arm, a fluid reservoir, a motor, and a control means operable by an approaching rail occupying vehicle for initiating motor operation and continuing the same until all the gate arms have been moved into predetermined position, of a pump for each gate and operatively connected to the motor for simultaneous operation of all pumps, a conduit connecting each pump to its associated gate for gate arm movement thereof, a check valve in each conduit interposed between the pump and gate, a branch conduit from each conduit interposed between the check valve and the gate, a second check valve in each branch conduit arranged to permit fluid discharge from the primary conduit, a return conduit discharging to the reservoir at one end and communicating with all or" the branch conduits, valve means controlling the discharge of fluid to the reservoir through the return conduit, control means responsive to the position of the vehicle for preventing movement of the valve means until the vehicle has passed beyond the crossing, and means associated with each gate arm for insuring motor operation until all gate arms have been moved to the predetermined position.

4. In a protective rail-highway crossing system, the combination with a plurality of gates each having fluid operable mechanism and a vertical tiltable gate arm, a fluid reservoir, a motor, and a control means operable by an approaching rail occupying vehicle for initiating motor operation and continuing the same until all the gate arms have been moved into predetermined position, of a pump for each gate and operatively connected to the motor for simultaneous operation of all pumps, a conduit connecting each pump to its associated gate for gate arm movement thereof, a check valve in each conduit interposed between the pump and gate, a branch conduit from each conduit interposed between the check valve and the gate, a second check valve in each branch conduit arranged to permit fluid discharge from the primary conduit, a return conduit discharging to the reservoir at one end and communicating with all of the branch conduits, valve means controlling the discharge of fluid to the reservoir through the return conduit, control means responsive to the position of the vehicle for preventing movement of the valve means until the vehicle has passed beyond the crossing, automatic operable relief valve means for bypassing accumulated excess pressure fluid to the reservoir, and means associated with each gate arm for insuring motor operation until all gate arms have been moved to the predetermined position.

5. In a power system, the combination of a single motor, a plurality of relatively independent pumps, each operable by the motor, a conduit extending from each pump for individual power purposes, a check valve interposed in each conduit arranged to prevent return flow through the pump, a branch conduit connected to each conduit beyond the check valve, a check valve in each branch conduit arranged to prevent reverse flow therein to its connected conduit, a common connection to all branch conduits constituting a common discharge therefor, and valve means in said common discharge controlling the discharge therefrom. V v

6. In a power system, the combination of a single motor, a plurality of relatively independent pumps each operable by the motor, a conduit extending from each pump for individual power purposes, a check valve interposed in each conduit arranged to prevent return flow through the pump, a branch conduit connected to each conduit beyond the check valve, a check valve in each branch conduit arranged to prevent reverse flow therein to its connected conduit a common connection to all branch conduits constituting a common discharge therefor, automatic operable valve means controlling the discharge to the discharge conduit, and a valve controlled bypass automatically relieving excess pressure in the common discharge.

'7. In a unit power system for a plurality of fluid operable devices, the combination of a single electric motor including a shaft having exposed ends, a plurality of pumps, one for each device, axially aligned detachable couplings, each connecting a pump to each shaft end, readily detachable means operatively and individually connecting the motor to a plurality of other pumps,

any one of said pumps being readily detachable I from its motor connection for replacement or re pair without other pump disconnection, a plurality of conduits, one from each pump to a device for individual power purposes, a check valve interposed in each conduit and arranged to prevent return flow through the pump, a branch conduit connected to each conduit between the check valve and the device, another check valve in each branch conduit to prevent reverse flow therein to its connected conduit, a common discharge connected to all branch conduits and constituting a common discharge therefor, and valve means in said common discharge controlling the discharge therethrough.

8. In a unit power system for a plurality of fluid operable devices, the combination of a single electric motor including a shaft having exposed ends, a plurality of pumps, one for each device, axially aligned detachable couplings, each connecting a pump to each shaft end, readily detachable means operatively and individually connecting the motor to a plurality of other pumps, any one of said pumps being readily detachable from its motor connection for replacement or repair without other pump disconnection, a plurality of conduits, one from each pump to a device for individual power purposes, a check valve interposed in each conduit and arranged to prevent return fiow through the pump, a branch conduit connected to each conduit between the check valve and the device, another check valve in each branch conduit to prevent reverse flow therein to its connected conduit, a common discharge connected to all branch conduits and constituting a common discharge therefor, valve means in said common discharge controlling the discharge therethrough, and automatic means operating the last mentioned valve means for relieving excess pressure in the common dis charge.

9. A system as defined by claim 5, characterized by said valve means including an automatically operated valve arranged when operated to permit free flow from all of the conduits through the common discharge.

10. A system as defined by claim 6, characterized by the automatically operable valve means in the common discharge being electrically operated for permitting unrestricted discharge from all of the first mentioned conduits.

JAMES H. FRASER. 

